This document outlines requirements for flight safety awareness and accident/incident prevention programs for operators in India. Key points include:
1. Operators must establish a dedicated flight safety department and develop a flight safety manual detailing their safety policies and program.
2. The program should include safety training, documentation systems, audits, investigation of accidents/incidents and reactive/proactive measures to identify hazards and prevent occurrences.
3. Operators must conduct safety promotion meetings, ensure proper maintenance, training, manuals/records, facilities and security programs are in place. The goal is to anticipate safety issues and shift from reactive to proactive safety practices.
CAR Section 5 Series “F”, Part I requires that all operators shall establish an effective Flight Safety Documentation System for use and guidance of operational personnel.
Continuing airworthiness management organisationS P Singh
This document outlines the responsibilities and procedures of a Continuing Airworthiness Management Organisation (CAMO). It describes the roles and qualifications of key post-holders like the Accountable Manager, Continuing Airworthiness Manager, and Quality Manager. It also covers the use of the Maintenance Program, Airworthiness Review procedures, and the use of the Master Minimum Equipment List (MMEL) and Minimum Equipment List (MEL) to determine if defects can be carried forward.
This document provides an overview of a workshop on aviation safety management and flight safety. The workshop will cover topics like the basic concepts of a Safety Management System (SMS), safety risk management, safety culture, SMS implementation requirements, and flight safety setup. It includes definitions of key terms, descriptions of SMS frameworks and components, and references various regulations and standards related to SMS and flight safety.
The document discusses inspections required on certificated aircraft according to FAR regulations. It covers the following key points:
- Owners are responsible for maintaining airworthiness and complying with inspections and airworthiness directives.
- Inspections required include annual inspections, 100-hour inspections, and inspections selected from FAA-approved programs depending on the aircraft type and operation.
- Additional inspections include altimeter and static system inspections every 24 months and transponder inspections every 24 months if the aircraft is equipped with a transponder.
This is from a webinar presented by Embry-Riddle Aeronautical University-Worldwide called “General Aviation Security.” The presenter is Dr. Daniel Benny.
This document outlines the revisions made to CAR M Continuing Airworthiness Requirements. Revision 1, effective June 2015, was issued to harmonize CAR M with EASA regulations issued after 2010. Key changes include separating appendices, replacing pre-CAR 66 terminology, introducing requirements for critical design configuration control limitations and key risk elements, enhancing the scope of components and defect rectification, and adding new AMC and GM for aircraft continuing airworthiness monitoring and fuel tank safety training.
The document provides an overview of requirements for airworthiness management as per Part M, including:
1) The scope and extent of approval for a Continuing Airworthiness Management Organisation (CAMO), which includes developing maintenance programs and managing approvals.
2) Requirements for the Continuing Airworthiness Management Exposition (CAME) that specifies the CAMO's procedures and scope.
3) Requirements for facilities, personnel, and contracting maintenance to approved organisations.
4) Requirements for the CAMO's quality system to monitor compliance and ensure airworthy aircraft.
1. The document discusses regulations regarding airworthiness review certificates (ARCs) in India.
2. It outlines who can issue ARCs for different types of aircraft, including those used in commercial air transport, non-commercial aircraft, and aircraft of different weights.
3. The key requirements for an airworthiness review to be performed in order to issue an ARC are described, including inspecting the aircraft and records to ensure continued airworthiness.
CAR Section 5 Series “F”, Part I requires that all operators shall establish an effective Flight Safety Documentation System for use and guidance of operational personnel.
Continuing airworthiness management organisationS P Singh
This document outlines the responsibilities and procedures of a Continuing Airworthiness Management Organisation (CAMO). It describes the roles and qualifications of key post-holders like the Accountable Manager, Continuing Airworthiness Manager, and Quality Manager. It also covers the use of the Maintenance Program, Airworthiness Review procedures, and the use of the Master Minimum Equipment List (MMEL) and Minimum Equipment List (MEL) to determine if defects can be carried forward.
This document provides an overview of a workshop on aviation safety management and flight safety. The workshop will cover topics like the basic concepts of a Safety Management System (SMS), safety risk management, safety culture, SMS implementation requirements, and flight safety setup. It includes definitions of key terms, descriptions of SMS frameworks and components, and references various regulations and standards related to SMS and flight safety.
The document discusses inspections required on certificated aircraft according to FAR regulations. It covers the following key points:
- Owners are responsible for maintaining airworthiness and complying with inspections and airworthiness directives.
- Inspections required include annual inspections, 100-hour inspections, and inspections selected from FAA-approved programs depending on the aircraft type and operation.
- Additional inspections include altimeter and static system inspections every 24 months and transponder inspections every 24 months if the aircraft is equipped with a transponder.
This is from a webinar presented by Embry-Riddle Aeronautical University-Worldwide called “General Aviation Security.” The presenter is Dr. Daniel Benny.
This document outlines the revisions made to CAR M Continuing Airworthiness Requirements. Revision 1, effective June 2015, was issued to harmonize CAR M with EASA regulations issued after 2010. Key changes include separating appendices, replacing pre-CAR 66 terminology, introducing requirements for critical design configuration control limitations and key risk elements, enhancing the scope of components and defect rectification, and adding new AMC and GM for aircraft continuing airworthiness monitoring and fuel tank safety training.
The document provides an overview of requirements for airworthiness management as per Part M, including:
1) The scope and extent of approval for a Continuing Airworthiness Management Organisation (CAMO), which includes developing maintenance programs and managing approvals.
2) Requirements for the Continuing Airworthiness Management Exposition (CAME) that specifies the CAMO's procedures and scope.
3) Requirements for facilities, personnel, and contracting maintenance to approved organisations.
4) Requirements for the CAMO's quality system to monitor compliance and ensure airworthy aircraft.
1. The document discusses regulations regarding airworthiness review certificates (ARCs) in India.
2. It outlines who can issue ARCs for different types of aircraft, including those used in commercial air transport, non-commercial aircraft, and aircraft of different weights.
3. The key requirements for an airworthiness review to be performed in order to issue an ARC are described, including inspecting the aircraft and records to ensure continued airworthiness.
Insights from David Alexander ICAO AVSEC Pm and General Manager: AVSEC at Professional Aviation Security on current aviation security challenges including recent airport attacks and providing some possible practical solutions
This document outlines the objectives and content of an aviation security course taught by Dr. Paul Mears. The 5-day course aims to teach participants how to ensure passenger and crew safety, identify and manage security threats, and work as a team to maintain security. It covers topics such as security mindsets, passenger profiling, restraint techniques, and how to handle various inflight incidents. Participants conduct workshops where they must apply their skills to mock aircraft scenarios and respond appropriately to security issues while minimizing flight disruption.
The document discusses India's CAR 66, which establishes requirements for aircraft maintenance engineer licensing. It consolidates separate airframe, engine, electrical and instrument licenses into one license. CAR 66 licenses will be available through converting existing licenses or obtaining new licenses after passing modules. It covers technical requirements, applications, basic knowledge modules, experience requirements, and type ratings. CAR 66 aims to align India's licensing with international standards while allowing for transition from previous licensing rules.
This document provides an overview of airworthiness directives, service bulletins, and maintenance requirements for aircraft. It defines airworthiness directives as legally enforceable regulations issued by the FAA to correct an unsafe condition. Service bulletins are notices from manufacturers about product improvements. The document outlines required inspections, owner responsibilities, and record keeping duties. It also explains how to find current airworthiness directives and service bulletins on the FAA and manufacturer websites.
The document discusses airworthiness review requirements according to regulations. It distinguishes between carrying out a review and issuing a certificate, and notes the DGCA can always issue certificates based on CAMO recommendations. The DGCA may also conduct reviews when safety is threatened or for small aircraft if requested. Reviews are required for imported aircraft. Privileges and procedures are described for CAMOs conducting reviews and issuing or recommending certificates. Requirements are outlined for airworthiness review staff qualifications and record keeping.
Quality Management and Audit Process in Aviation OrganizationsEsraKurtulu
The document discusses quality auditing processes in aviation. It outlines establishing a quality management system and quality assurance program to identify quality and operational processes in manuals. The audit process consists of four stages: planning, field work, an audit report, and follow-up. An audit letter is sent for approval, an opening meeting is held, auditors use checklists, a closing meeting is arranged, and results are sent to managers for approval.
The document discusses safety in aviation. It notes that accidents are only a small part of safety issues, with many more errors and unreported occurrences. It discusses human factors in aviation accidents and how human error is usually one link in a chain of events involving tools, tasks and the operating environment. The document outlines three main factors that can lead to human error - overload, inappropriate response, and inappropriate activities. It discusses error prevention through better task design, equipment design, training, and error-tolerant systems. Finally, it discusses responsibilities and considerations for various groups including pilots, flight schools, the FAA, DPEs and CFIs to promote a culture of safety in aviation.
Aircraft Maintenance Manuals for Engineer's by Engr. Malay Kanti BalaMalay Kanti Bala
Aircraft Maintenance Manual is an important document for the Aircraft Maintenance Personnel. For the airworthiness of any flight, we do an inspection, servicing, repair, removal, installation, etc activities by following the approved documents which in manual or AMM. Here the presentation will disclose and familiarise with different manuals
- The document compares existing Civil Aviation Safety Regulations to proposed new Parts 42, 66, 145 and 147 regulations.
- Key changes include introducing outcome-based legislation with acceptable means of compliance, separating continuing airworthiness management from maintenance activities, and requiring regular public transport operators to use approved continuing airworthiness management and maintenance organizations.
- Implementation will transition existing privileges to new licensing categories over time without loss of privileges.
The document discusses aircraft maintenance programmes and their importance in airworthiness management. It defines a maintenance programme as a schedule of maintenance tasks with documented management procedures. It notes key information sources for maintenance programmes include the MPD, CMM, SBs, and STCs. Approval of maintenance programmes may be issued to Sub Part G organisations. Effective maintenance programme management requires qualified specialists, applicable procedures, and oversight functions. Programmes aim to optimize maintenance tasks through reliability monitoring and review.
Human Factors Training: There's nothing that can't go wrong. This simple insight forms the foundation of human factors training for pilots. In special courses, pilots are prepared for any possible emergency situation and action strategies. Crews learn to analyze and evaluate their own behavior and that of those around them more effectively. Training leads to more efficient work processes, a functioning error management culture, and increased safety. This is a general prsentation and human factors management in aviation training.
The responsibilities of EASA include to:
Giving advice for the drafting of EU legislation, implementing and monitoring safety rules (including inspections in the member states),
Giving type-certification of aircraft and components as well as the approval of organizations involved in the design,
Authorizing foreign operators,
Manufacture and maintenance of aeronautical products.
The document discusses aircraft maintenance documentation requirements according to the Federal Aviation Administration (FAA). Proper documentation is important for safety. Regulations require maintenance records to include a description of work done, completion date, and signature of the approving inspector. Common documentation errors that can lead to accidents include no records, inadequate work descriptions, and citing the wrong reference documents. Shift turnover between maintenance teams is also critical for safety and requires formal procedures.
504314483-Fuel-Tank-Safety-Level-I-Presentation.pdfmram r
The document discusses efforts by the FAA and EASA to harmonize their fuel tank safety programs. It provides:
1) An overview of lessons learned from SFAR 88 reviews which revealed unexpected ignition sources and the difficulty of eliminating all risks, leading both agencies to adopt a balanced approach of continued ignition prevention efforts alongside reducing tank flammability.
2) Details on the status of ignition prevention reviews and corrective actions being implemented, as well as progress harmonizing flammability reduction standards and a plan to work towards agreement on retrofit requirements.
3) A summary that the combined ignition prevention and flammability reduction strategies should virtually eliminate the risk of future fuel tank explosions, and that FAA and E
This document provides an overview and summary of the IATA Operational Safety Audit (IOSA) program. It discusses the background and goals of IOSA, which aims to standardize airline audits globally. The document outlines the IOSA audit process, including preparation, on-site audits conducted by accredited organizations, potential findings, corrective actions, and registration. It also proposes an action plan for the company to achieve IOSA registration by a target date.
This section defines dangerous goods and outlines the responsibilities of shippers and operators when transporting dangerous goods by air. It notes that dangerous goods are articles or substances that pose a risk and are listed in the regulations. Both shippers and operators have responsibilities to properly identify, classify, pack, mark, label and document dangerous goods. Initial and recurrent training is required for all personnel involved in transporting dangerous goods to ensure regulations are properly applied and risks are understood.
This document discusses Crew Resource Management (CRM) training. It begins by noting that CRM training is a JAA requirement and is an accepted tool for optimizing defenses against human error in aviation. The document then provides examples of past aviation accidents where failures in CRM contributed to crashes. It discusses the aims of CRM training in raising safety levels and integrating crew members. Finally, it covers key elements of CRM like communication, leadership, situational awareness, and decision making.
This document discusses aircraft maintenance records and requirements. It emphasizes the importance of accurate documentation and identifies common documentation problems. It outlines requirements for maintenance record content, including descriptions of work performed, completion dates, and signatures. It also discusses issues like poor shift turnovers, non-compliance with airworthiness directives, and the importance of following regulations and procedures for aircraft maintenance.
The document discusses aerodrome safety management systems (SMS) and provides guidance on their implementation. It outlines the four components of an SMS framework according to ICAO: safety policy and objectives, safety risk management, safety assurance, and safety promotion. It also discusses hazard identification, safety performance monitoring, management of change, training, and the role and responsibilities of the accountable manager in leading the SMS. The goal of an SMS is to manage safety systematically and make continuous improvements to the overall safety level.
The document discusses the importance of harmonization and collaboration in cabin safety. It highlights several areas where there is currently a lack of harmonized standards and guidance from ICAO regarding cabin safety practices, equipment, training procedures, and passenger information. These inconsistencies could impact passenger welfare and crew effectiveness. The document calls for ICAO to provide more comprehensive universal guidance and definitions on issues like infant safety measures, crew fatigue management, dangerous goods training, and emergency equipment requirements.
Insights from David Alexander ICAO AVSEC Pm and General Manager: AVSEC at Professional Aviation Security on current aviation security challenges including recent airport attacks and providing some possible practical solutions
This document outlines the objectives and content of an aviation security course taught by Dr. Paul Mears. The 5-day course aims to teach participants how to ensure passenger and crew safety, identify and manage security threats, and work as a team to maintain security. It covers topics such as security mindsets, passenger profiling, restraint techniques, and how to handle various inflight incidents. Participants conduct workshops where they must apply their skills to mock aircraft scenarios and respond appropriately to security issues while minimizing flight disruption.
The document discusses India's CAR 66, which establishes requirements for aircraft maintenance engineer licensing. It consolidates separate airframe, engine, electrical and instrument licenses into one license. CAR 66 licenses will be available through converting existing licenses or obtaining new licenses after passing modules. It covers technical requirements, applications, basic knowledge modules, experience requirements, and type ratings. CAR 66 aims to align India's licensing with international standards while allowing for transition from previous licensing rules.
This document provides an overview of airworthiness directives, service bulletins, and maintenance requirements for aircraft. It defines airworthiness directives as legally enforceable regulations issued by the FAA to correct an unsafe condition. Service bulletins are notices from manufacturers about product improvements. The document outlines required inspections, owner responsibilities, and record keeping duties. It also explains how to find current airworthiness directives and service bulletins on the FAA and manufacturer websites.
The document discusses airworthiness review requirements according to regulations. It distinguishes between carrying out a review and issuing a certificate, and notes the DGCA can always issue certificates based on CAMO recommendations. The DGCA may also conduct reviews when safety is threatened or for small aircraft if requested. Reviews are required for imported aircraft. Privileges and procedures are described for CAMOs conducting reviews and issuing or recommending certificates. Requirements are outlined for airworthiness review staff qualifications and record keeping.
Quality Management and Audit Process in Aviation OrganizationsEsraKurtulu
The document discusses quality auditing processes in aviation. It outlines establishing a quality management system and quality assurance program to identify quality and operational processes in manuals. The audit process consists of four stages: planning, field work, an audit report, and follow-up. An audit letter is sent for approval, an opening meeting is held, auditors use checklists, a closing meeting is arranged, and results are sent to managers for approval.
The document discusses safety in aviation. It notes that accidents are only a small part of safety issues, with many more errors and unreported occurrences. It discusses human factors in aviation accidents and how human error is usually one link in a chain of events involving tools, tasks and the operating environment. The document outlines three main factors that can lead to human error - overload, inappropriate response, and inappropriate activities. It discusses error prevention through better task design, equipment design, training, and error-tolerant systems. Finally, it discusses responsibilities and considerations for various groups including pilots, flight schools, the FAA, DPEs and CFIs to promote a culture of safety in aviation.
Aircraft Maintenance Manuals for Engineer's by Engr. Malay Kanti BalaMalay Kanti Bala
Aircraft Maintenance Manual is an important document for the Aircraft Maintenance Personnel. For the airworthiness of any flight, we do an inspection, servicing, repair, removal, installation, etc activities by following the approved documents which in manual or AMM. Here the presentation will disclose and familiarise with different manuals
- The document compares existing Civil Aviation Safety Regulations to proposed new Parts 42, 66, 145 and 147 regulations.
- Key changes include introducing outcome-based legislation with acceptable means of compliance, separating continuing airworthiness management from maintenance activities, and requiring regular public transport operators to use approved continuing airworthiness management and maintenance organizations.
- Implementation will transition existing privileges to new licensing categories over time without loss of privileges.
The document discusses aircraft maintenance programmes and their importance in airworthiness management. It defines a maintenance programme as a schedule of maintenance tasks with documented management procedures. It notes key information sources for maintenance programmes include the MPD, CMM, SBs, and STCs. Approval of maintenance programmes may be issued to Sub Part G organisations. Effective maintenance programme management requires qualified specialists, applicable procedures, and oversight functions. Programmes aim to optimize maintenance tasks through reliability monitoring and review.
Human Factors Training: There's nothing that can't go wrong. This simple insight forms the foundation of human factors training for pilots. In special courses, pilots are prepared for any possible emergency situation and action strategies. Crews learn to analyze and evaluate their own behavior and that of those around them more effectively. Training leads to more efficient work processes, a functioning error management culture, and increased safety. This is a general prsentation and human factors management in aviation training.
The responsibilities of EASA include to:
Giving advice for the drafting of EU legislation, implementing and monitoring safety rules (including inspections in the member states),
Giving type-certification of aircraft and components as well as the approval of organizations involved in the design,
Authorizing foreign operators,
Manufacture and maintenance of aeronautical products.
The document discusses aircraft maintenance documentation requirements according to the Federal Aviation Administration (FAA). Proper documentation is important for safety. Regulations require maintenance records to include a description of work done, completion date, and signature of the approving inspector. Common documentation errors that can lead to accidents include no records, inadequate work descriptions, and citing the wrong reference documents. Shift turnover between maintenance teams is also critical for safety and requires formal procedures.
504314483-Fuel-Tank-Safety-Level-I-Presentation.pdfmram r
The document discusses efforts by the FAA and EASA to harmonize their fuel tank safety programs. It provides:
1) An overview of lessons learned from SFAR 88 reviews which revealed unexpected ignition sources and the difficulty of eliminating all risks, leading both agencies to adopt a balanced approach of continued ignition prevention efforts alongside reducing tank flammability.
2) Details on the status of ignition prevention reviews and corrective actions being implemented, as well as progress harmonizing flammability reduction standards and a plan to work towards agreement on retrofit requirements.
3) A summary that the combined ignition prevention and flammability reduction strategies should virtually eliminate the risk of future fuel tank explosions, and that FAA and E
This document provides an overview and summary of the IATA Operational Safety Audit (IOSA) program. It discusses the background and goals of IOSA, which aims to standardize airline audits globally. The document outlines the IOSA audit process, including preparation, on-site audits conducted by accredited organizations, potential findings, corrective actions, and registration. It also proposes an action plan for the company to achieve IOSA registration by a target date.
This section defines dangerous goods and outlines the responsibilities of shippers and operators when transporting dangerous goods by air. It notes that dangerous goods are articles or substances that pose a risk and are listed in the regulations. Both shippers and operators have responsibilities to properly identify, classify, pack, mark, label and document dangerous goods. Initial and recurrent training is required for all personnel involved in transporting dangerous goods to ensure regulations are properly applied and risks are understood.
This document discusses Crew Resource Management (CRM) training. It begins by noting that CRM training is a JAA requirement and is an accepted tool for optimizing defenses against human error in aviation. The document then provides examples of past aviation accidents where failures in CRM contributed to crashes. It discusses the aims of CRM training in raising safety levels and integrating crew members. Finally, it covers key elements of CRM like communication, leadership, situational awareness, and decision making.
This document discusses aircraft maintenance records and requirements. It emphasizes the importance of accurate documentation and identifies common documentation problems. It outlines requirements for maintenance record content, including descriptions of work performed, completion dates, and signatures. It also discusses issues like poor shift turnovers, non-compliance with airworthiness directives, and the importance of following regulations and procedures for aircraft maintenance.
The document discusses aerodrome safety management systems (SMS) and provides guidance on their implementation. It outlines the four components of an SMS framework according to ICAO: safety policy and objectives, safety risk management, safety assurance, and safety promotion. It also discusses hazard identification, safety performance monitoring, management of change, training, and the role and responsibilities of the accountable manager in leading the SMS. The goal of an SMS is to manage safety systematically and make continuous improvements to the overall safety level.
The document discusses the importance of harmonization and collaboration in cabin safety. It highlights several areas where there is currently a lack of harmonized standards and guidance from ICAO regarding cabin safety practices, equipment, training procedures, and passenger information. These inconsistencies could impact passenger welfare and crew effectiveness. The document calls for ICAO to provide more comprehensive universal guidance and definitions on issues like infant safety measures, crew fatigue management, dangerous goods training, and emergency equipment requirements.
An Aviation Case Study: Sorting Out Key Factor Leading An Airline Operator Ab...iosrjce
In aviation sector the Airline operators are earning from the number of routes they are operating.
Larger routes earn more profit comparable to short domestic routes. If an airline is banned to operate to
foreign routes, other carriers can take an opportunity to attract the passengers toward themselves during the
ban period of that operator. The penalty of losing route, passengers and their trust becomes colossal when
considered in terms of revenue and cost. European Union agency for aviation safety assessment has set
standard procedures for inspection of aircraft operator’s safety level and can put ban or limitation on the
operators to operate in their territory. So keeping this fact in mind case study of Pakistan international Airline
is taken, which came under the observation of European safety agency in 2006 and 2010 for degrading safety
level. In this work possible contributing factors that can be a cause to leading of non-conformance are analysed.
Main objective is to target out the main bottleneck through this case study and suggest the solutions to sort out
that problem.
This document presents proposals to innovate aviation security policy and revise existing resolutions to ensure security measures remain effective against evolving terrorist threats. It proposes greater transparency of ICAO's Universal Security Audit results to facilitate technical cooperation. It also proposes replacing liquid restrictions with screening technologies, funding security from ICAO's regular budget, recognizing the importance of screening all persons, and ensuring proper training of security personnel. The Assembly is invited to include these matters when revising resolutions and direct the Council and Aviation Security Panel to further evaluate Annex 17, technologies, information sharing, and standards on screening and training.
This document discusses policies and recommendations regarding security at airports. It covers general security topics, states' responsibility for aviation security, airport security programs, and quality control of airport security programs. The key points are that states have an unequivocal responsibility to protect civil aviation from unlawful interference, airport security programs need to be established at each airport and coordinated by a designated authority, and airports must implement and maintain quality control of their security programs.
1) The document provides an overview of airside operations at airports, including key functions like maintaining safety, coordinating activities, and issuing notices to airmen (NOTAMs).
2) It describes common airside operations objectives like adhering to safety policies and procedures, promoting safety awareness, and enforcing ramp safety.
3) Key airside activities are outlined such as inspections, permitting, incident investigations, and coordinating work in progress to maintain safety. The significance of NOTAMs is also explained.
This document outlines the requirements and procedures for an airline's Flight Safety Documentation System (FSDS). Key points include:
- The FSDS is a set of interrelated documentation that compiles information necessary for flight and ground operations.
- Airlines are required to establish an effective FSDS and incorporate procedures for its development, monitoring, and adherence in their Flight Safety Manual.
- Developing an FSDS is a complete process, and changes to any document may affect the entire system. The process includes planning, design, review, production, maintenance, and distribution.
- The FSDS must be reviewed regularly and after major events or changes to ensure all documentation remains current and consistent across the fleet.
Para 4 of CAR Section 5 Series “F”, Part I requires that all operators shall establish an effective Flight Safety Documentation System for use and guidance of operational personnel. “The procedure for preparing Flight Safety Documentation
This document establishes requirements for service providers in India to develop and implement a Safety Management System (SMS) in compliance with International Civil Aviation Organization (ICAO) standards. It lays out the framework for SMS, including four components and twelve key elements that must be incorporated. The framework components are safety policy and objectives, safety risk management, safety assurance, and safety promotion. The document provides detailed definitions of terms related to SMS and specifies requirements for service providers to define their safety policy, conduct hazard identification and risk assessment, monitor safety performance, manage changes, and promote safety training.
GLOBAL AVIATION SECURITY ISSUES _Dr. Afen Sena_2023.pptxAfenSena1
This document discusses global aviation security issues and ICAO's role in addressing them. It covers ICAO's strategic objectives, the aviation security policy section, Annex 17 standards, the aviation security manual, ICAO's Global Aviation Security Plan (GASeP) and its key priorities, the facilitation program, the traveller identification program (TRIP), the Universal Security Audit Program (USAP) and its continuous monitoring approach, aviation security training, cybersecurity, and ICAO's cybersecurity strategy framework pillars. The document provides an overview of ICAO's comprehensive approach to enhancing global aviation security.
Avia 360 exam 4 Liberty University
More information:
https://www.homeworksimple.com/downloads/avia-360-exam-4/
Who is responsible for the airworthiness of all aircraft within the flight department?
Unescorted visitors in the hangar, or on the ramp should be
What person is responsible for ensuring that a viable maintenance program is in place?
The NBAA Management Guideline which attempted to establish best practices, was first published in the
Pilots can help prevent accidents by effectively managing risks through good decision-making. Accidents often result from multiple small risks not being identified or managed properly, or when pilots do not perceive high risk situations accurately. Common accidents related to poor risk management include spatial disorientation in low visibility conditions without proper qualifications, continuing a flight while impaired, and departing into known adverse weather against better judgment. Pilots should be honest about their abilities and limitations, avoid external pressures, and have diversion plans to help manage risks.
The document outlines the requirements for an airport security program according to Annex 17 of the International Civil Aviation Organization (ICAO). It states that each country must require airports serving international flights to establish a written security program to meet national requirements. It also requires the establishment of an airport security committee to help coordinate security controls. The document then discusses the objectives and sources of regulations for security programs, the relevant security authorities, and provides an overview of security measures, training, and emergency response procedures that must be included.
This document summarizes a GAO report on efforts by the Federal Aviation Administration and U.S. airlines to implement Flight Operational Quality Assurance (FOQA) programs. FOQA programs involve analyzing flight data from regular airline flights to identify potential safety problems before they cause accidents. The report finds that FOQA programs have identified previously unknown safety issues at some airlines and helped quantify known problems. FOQA data has led airlines to take corrective actions to enhance safety. However, data protection concerns among airlines and pilots around FOQA data use could impede full implementation of these programs in the U.S.
Safety and Occupational Health Performance ProgramCrystal Guliford
Safety Standard Operating Procedure (SOP) researched,compiled,written and edited by CPT Crystal Guliford 2013 for military petroleum operations organization.
This document provides an introduction to aviation safety. It defines key terms like safety, hazards, and risk. It explains that safety management seeks to proactively mitigate risks to prevent accidents and incidents. It describes ICAO's Annex 19 which establishes a safety management system framework. States must implement safety oversight programs and service providers must also develop safety management systems. Developing a positive safety culture is important, where all personnel prioritize safety and are willing to communicate issues. Risks can be mitigated by following procedures, training, and developing an organizational mindset where safety is the top priority.
The document discusses airport emergency planning and aerodrome emergency plans. It provides guidance on developing comprehensive plans to address all phases of an emergency, from pre-planning to post-emergency support. Key elements that should be included are coordination of response agencies, notification protocols, emergency contact lists, closure procedures, and response plans for various incident types such as aircraft accidents, fires, hazardous materials, and weather events. The document emphasizes that aerodrome emergency plans must consider all possible emergencies and ensure effective response from all stakeholders to minimize risks to lives and operations.
1. The document provides an overview of airside operations at airports, including the organization, key functions, objectives, and activities related to ensuring safety and efficiency.
2. Maintaining safety on airport runways and aprons through inspection, permitting, incident investigation, and coordination with airport stakeholders are some of the main responsibilities of airside operations.
3. Notices to Airmen (NOTAMs) are used to communicate essential information about airport conditions or temporary changes and are issued according to standard formats and procedures.
Safety Risk Assessment for Aircraft Fuel Management (VU)Viktor Gregor
This master's thesis develops a risk assessment model for aircraft fuel management using dynamically coloured Petri nets and rare event simulation methods, in order to estimate the probabilities of events like landing with less than the required final reserve fuel or fuel starvation based on flight parameters and expected conditions. The model accounts for the roles of pilots, airline operations control, airports and the environment to simulate fuel consumption and the evolution of a flight while considering uncertainties. The purpose is to provide a basis for further research on risk assessment of fuel management.
Similar to Flight safety documentation system (20)
The document provides an overview of a course on human factors and social psychology. It includes the following key points:
- The course covers topics such as social psychology, responsibility (individual and group), motivation, peer pressure, and culture.
- Responsibility can be carried out individually or as a group. Group responsibility has the advantage of ensuring work is safe but can also diffuse responsibility.
- Motivation comes from factors like an individual's needs according to Maslow's hierarchy of needs. Demotivation and peer pressure can also influence behavior.
- Culture, including safety culture, refers to the shared norms and behaviors of a group or organization. Social and organizational cultures can influence how individuals integrate and behave.
The document outlines the requirements for an exposition that describes a maintenance training organization and its procedures. It must include:
1. A statement by the accountable manager and names of personnel in charge.
2. An organization chart and lists of instructors, examiners, assessors, courses, and training locations.
3. Procedures for management, training, examinations, quality assurance, and updating the exposition.
4. Appendices with example documents, course syllabi, and a cross reference index if needed.
The exposition ensures the organization properly trains and examines individuals for maintenance qualifications.
This document provides the requirements for licensing aircraft maintenance engineers in India. Some key points:
- It details the requirements to obtain an Aircraft Maintenance Engineer's Licence, including basic knowledge, experience, endorsement with aircraft ratings, limitations, and conversion provisions.
- Licenses will be available after conversion of existing licenses or obtaining a fresh license by passing basic knowledge examinations.
- The licensing system is being harmonized with EASA Part 66 to standardize aircraft maintenance personnel licensing.
- It defines various license categories and groups aircraft based on similarities to simplify type training and ratings. Requirements include modular basic examinations, type training, and practical demonstrations of skills.
This document outlines the 5-phase process for approval of organizations seeking to provide basic aircraft maintenance training under CAR 147 (Basic) in India. It details the pre-application, application, documentation evaluation, inspection & demonstration, and certification phases. Key requirements addressed include minimum number of instructors, classrooms and training facilities, library resources, and contracts with CAR 145 organizations for practical training. Overall the process aims to ensure applicant organizations meet regulatory requirements for personnel, facilities, training materials and oversight before granting initial or renewed approval to conduct basic aircraft maintenance courses.
This document contains the Civil Aviation Requirements for the Approval of Maintenance Organizations (CAR 145). It outlines the technical requirements, acceptable means of compliance, and guidance material for maintenance organizations in India. The document covers topics such as personnel requirements, facility requirements, equipment and tools, maintenance data, production planning, certification of maintenance, maintenance records, occurrence reporting, and quality systems. It has undergone several revisions to align with international regulations.
This document appears to be the index and table of contents for CAR 147, which establishes the requirements for approved maintenance training organizations in India. It lists the subparts and sections that will be covered in CAR 147, including organizational requirements, facility requirements, personnel requirements, training procedures and records. It also lists the associated acceptable means of compliance and guidance material documents that provide further details on complying with CAR 147.
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Flight safety documentation system
1. GOVERNMENT OF INDIA
OFFICE OF THE DIRECTOR GENERAL OF CIVIL AVIATION
TECHNICAL CENTRE, OPP. SAFDARJUNG AIRPORT, NEW DELHI-03
CIVIL AVIATION REQUIREMENT
SECTION 5 – AIR SAFETY
SERIES ‘F’ PART I
28th JUNE 1996 EFFECTIVE: FORTHWITH
SUBJECT: FLIGHT SAFETY AWARENESS AND ACCIDENT/INCIDENT
PREVENTION PROGRAMME.
1. OBJECTIVE
1.1 Investigations of accidents in the past have resulted in the identification
of several common causes of accidents and the deficiencies which led
to the accidents. Investigations will continue to yield information leading
to safety improvements but major gains from this activity are unlikely.
It is, therefore, now time for the aviation industry to shift its focus from
reactive to pro-active system, anticipating safety issues rather than
making corrections after an event has occurred. To enhance the safety
of aircraft operations, it is essential for every operator to have a Flight
Safety Awareness and Accident/ Incident Prevention Programme. The
programme should enable review of the entire system and identification
of the hazards and system deficiencies. The programme should also
educate all personnel engaged in civil aviation industry about the
measures, which help in promoting safety in aviation.
1.2 With a view to achieve these objectives, this CAR is issued under the
provisions of Rule133A of the Aircraft Rules, 1937 and Section 5A of
the Aircraft Act, 1934.
2. APPLICABILITY
This Civil Aviation Requirement is applicable to all operators engaged in
scheduled air transport services / Cargo Services/ non-scheduled air transport
services.
Rev 2, 17th March 2009 1
2. CIVIL AVIATION REQUIREMENTS SECTION 5 – AIR SAFETY
SERIES ‘F’ PART I 28TH JUNE 1996
3. FLIGHT SAFETY MANUAL
3.1 All operators shall prepare a Flight Safety Manual and shall get this
manual approved from the Director Air Safety, DGCA Headquarters.
3.2 The Flight Safety Manual shall clearly lay down the Company’s safety
policies, flight safety awareness and accident/incident prevention
programme. The Flight Safety Manual shall be prepared as per the
guidance given in Appendix ‘A’ to this CAR.
4. FLIGHT SAFETY DOCUMENTATION SYSTEM
All operators shall establish an effective Flight Safety System for use and
guidance of operational personnel. The guidance material for preparation of
Flight Safety Documentation System is given in Appendix ‘B’. The procedure
for preparing Flight Safety Documentation System its monitoring and
adherence shall be incorporated in the Flight Safety Manual.
5. SAFETY AWARENESS
Imparting safety awareness amongst the personnel of an organisation is an
important step for enhancing safety in aviation. Sustained education of these
personnel will go a long way in achieving this objective. Without prejudice to
the generality of this measure, the Safety Awareness Programme of an
operator should have the following minimum features:
5.1 All flight crew, maintenance engineers, cabin crew and other key
personnel shall be given periodical refresher courses to update their
knowledge.
5.2 The operator shall organise periodic safety seminars for the benefit of
their personnel. Specialists in the field of safety may be invited to give
presentations so that lessons could be learnt from the experience of
others. Pilots, engineers and safety managers of the operators should
participate in the safety seminars organised by the DGCA and other
agencies in the country and abroad.
5.3 Appropriate safety posters should be developed and displayed at
different work places.
5.4 Safety bulletins highlighting case studies and safety lessons from
serious occurrences in aviation industry in India and abroad should be
prepared and circulated to the concerned personnel.
5.5 The operators should bring out their own periodical safety journal.
6. ACCIDENT/INCIDENT PREVENTION PROGRAMME
6.1 Reactive Programme
Investigation of accidents/incidents brings out the deficiencies which have
contributed to occurrences. Appropriate safety measures could prevent similar
occurrences. Thorough investigation of the accidents/incidents is very essential
Rev 2, 17th March 2009 2
3. CIVIL AVIATION REQUIREMENTS SECTION 5 – AIR SAFETY
SERIES ‘F’ PART I 28TH JUNE 1996
not only to determine what happened but also to find out why it happened.
Organisational deficiencies and weakness in the systems and policies should
also be investigated. The operator should have a Permanent Investigation Board
to promptly investigate the occurrences and possibly within six weeks of its
occurrence to determine the cause of the occurrence and weaknesses, if any, in
the above areas which are contributory factors to the occurrences. The operator
should ensure quick implementation of the safety recommendations made by the
Courts of Inquiry, Committees of Inquiry, Inspector of Accidents, Safety Audit,
Spot Checks, Permanent Investigation Boards etc. The Flight Safety Department
of the operator should periodically review the implementation of the
recommendations. The operator should issue Safety Bulletins on important safety
aspects highlighted in an accident/incident involving an Indian or foreign aircraft.
6.2 Proactive Programme
The proactive programme is aimed to detect the weak areas in the system
through various measures as mentioned below which should be taken on regular
basis. To recognise weaknesses in a system or organisation and to take
corrective measures are the key factors to ensure safety in aviation. This way the
potential hazards and problem areas shall be detected and nipped in the earlier
stages itself. Necessary records shall be maintained by the operators of all the
checks. While the operators shall evolve their own detailed accident/incident
prevention programme keeping in view the nature and scope of their operations,
the following salient measures shall form part of their programme :-
a) The operators should take steps for building safety culture in the
organisation and declare their firm commitment to safety.
b) The operators shall carry out periodically their internal safety audit of
different divisions like operations, maintenance, commercial, security,
ground support, etc. This shall be carried out by a dedicated group
comprising of at least a senior pilot and an engineer.
c) The value of data retrieved from the Cockpit Voice Recorders (CVR) and
Digital Flight Data Recorders (DFDR) has been proven. Periodic monitoring
of CVR and DFDR must be carried out by all operators. As the DFDR
systems are enhanced with greater recorder capacity, they will become
even more valuable tools not only for accident investigation but also
accident prevention. The recorded data can be analysed for the purpose of
checking deviations in flight parameters beyond acceptable limits which are
critical to flight safety. The operator should develop suitable computer
software to determine the deviations of different flight parameters beyond
acceptable limits.
d) The cockpit procedures must be standardised and the Examiners/
Instructors/ Check Pilots of the airlines, while flying with other pilots, should
ensure strict adherence to the laid down procedures and cockpit discipline.
The Flight Inspectors of DGCA should also monitor this aspect.
e) Frequency of flight checks shall be increased during bad weather conditions
like monsoon, fog, etc. Under such conditions crew should not hesitate to
initiate a missed approach whenever the visual reference to the runway is
lost. They should abandon the approach in weather conditions below the
applicable minima and divert, if necessary.
Rev 2, 17th March 2009 3
4. CIVIL AVIATION REQUIREMENTS SECTION 5 – AIR SAFETY
SERIES ‘F’ PART I 28TH JUNE 1996
f) A system should be introduced for detection and prevention of weather
minima violations. A regular check is required to be carried out for the flights
especially during bad weather i.e. during monsoon and foggy season.
g) The crew shall be given assurance that their safety related decisions (e.g.
go around, diversion, etc.) shall be supported by the management. If the
crew fears action against him for diversion, then the operator is inviting a big
safety problem.
h) Pilot recruitment is an important aspect from safety point of view. Operators
should assess pilots not only for their flying skills but also for their attitude
and compatibility. Careful recruitment is the best investment of an airline for
safety.
i) The critical operational areas shall be monitored closely so that these do not
result in any serious safety hazard. Such areas are initial induction of new
airline pilots, transition to a totally new type of aircraft like glass cockpit
aircraft, operations to and from marginal runways, operations during
monsoon, loading of aircraft under high ambient temperature and elevation
conditions, operations to airfields located in mountainous terrain,
airworthiness and operational control of leased aircraft, etc.
j) Flight and Duty Time Limitations shall be laid down for the operating crew to
ensure that the crew are not fatigued which may affect safety of operations.
Rostering of the crew should be done keeping in view the flight and duty
time limitation requirements. All scheduled airlines shall establish
electronic/computer based system for monitoring Flight and Duty Time
Limitations. Also crew pairing should be done carefully for better crew
coordination.
k) In order to ensure that maintenance of aircraft is up to the mark, only the
firms approved by DGCA as per CAR 145 or CAR Section 2, Series ‘E’ Part
–IV system shall carry out maintenance of aircraft.
l) The organization shall have adequate number of quality assurance staff
which are able to monitor compliance with CAR 145/ CAR Section-2, Series
E part IV.
m) Compliance with MEL requirements shall be ensured and proper
documentation shall be maintained.
n) Regular checks shall be carried out by the operator to ensure that standard
weights of crew and passengers are being used and loading of aircraft is
within the limits as per RTOLW charts with proper centre of gravity. Load
and trim sheets shall also be checked periodically to ensure their accuracy
and their proper filling up for any irregularity. Check whether loading of the
aircraft is being supervised.
o) Periodic inspection shall be carried out to ensure adherence to apron
discipline and procedures by ground support personnel, serviceability of
ground support equipments and other facilities at
p) Periodic review of emergency response procedure shall be carried out to
ensure the preparedness .
q) Regular statistical analysis of the accident and incident data shall be carried
out to determine whether there has been an improvement or decline in level
of safety. This analysis shall provide a useful hazard alerting technique.
Appendix ‘D’ contains the guidance for the quantum of accident prevention
programme.
Rev 2, 17th March 2009 4
5. CIVIL AVIATION REQUIREMENTS SECTION 5 – AIR SAFETY
SERIES ‘F’ PART I 28TH JUNE 1996
7. SAFETY AUDIT
A detailed checklist shall be prepared for conducting internal safety audit. These
audits shall review and analyse all matters having bearing on safety of
operations, particularly with reference to the following:-
(a) Management Practices Relating to Safety Aspects
The management policy has been clearly defined for the commitment and
priority to safety of aircraft operations. The management has issued
guidelines to this effect and has also taken action for violations of safety
requirements by their employees.
(b) Operational Policies and Procedures
The Operations Manual and other circulars issued from time to time clearly
define the operational policies and procedures for all types of aircraft in
operation. For example, whether:
i. the pilots are filling the flight reports properly giving complete details of
the snags;
ii. operational control is being exercised and the concerned officials are
posted at the airports for discharging the duties;
iii. detailed study/trial has been carried out before starting operation to a
new airport;
iv. procedures and precautions have been laid down for operations at
critical/marginal airfields and for operations during the monsoon period;
and
v. proper alternate aerodromes have been selected for a given flight
keeping in view the ATC watch hours and aircraft handling facilities etc.
(c) Flight Operations
Flight operations offices at the main base and sub-bases are adequately manned
and equipped with communication and other assisting equipments. The operator
should have sub-bases at stations where there are night halts. The flight
despatchers shall be approved by DGCA. Company doctors and proper medical
equipments are available at the main base and at sub-bases for carrying out pre-
flight medical check. The flight operations offices shall maintain the records of
FDTL, validity of licence/IR, medical check, proficiency check, refresher and flight
safety courses which shall be updated regularly.
(d) Safety Promotion Meetings
As a part of accident/incident prevention programme, the operator shall organise
frequent meetings of the pilots and engineers to discuss important safety issues.
Rev 2, 17th March 2009 5
6. CIVIL AVIATION REQUIREMENTS SECTION 5 – AIR SAFETY
SERIES ‘F’ PART I 28TH JUNE 1996
(e) Training
Regular refresher courses are being conducted for the flight crew, AMEs, cabin
crew and other key personnel and whether the commercial staff engaged in
loading of aircraft is being given regular training/ refresher regarding proper filling
up of load and trim sheets.
(f) Maintenance Standards and Procedures
DGCA approval for maintenance organisation is current and the operator has
adequate number of AMEs/approved personnel/authorized personnel/certifying
staff and the infrastructure to cope up with maintenance of aircraft fleet. It shall
also be ensured that only type rated AMEs/approved personnel/authorized
personnel carry out rectification of snags. Check availability of trained technicians
for engine start, marshallers, etc. The operator has necessary tools and
equipment required for maintenance of aircraft and whether their shops have
required maintenance facilities.
(g) Quality Control
In respect of organizations approved in accordance with CAR Section 2 Series E
Part IV, check that the Quality Control Manager or Dy. Quality Control Manager
are having licence on the type of aircraft being operated. The quality control
manual covers all types of maintenance/shop activities carried by them and these
be updated regularly as per the applicable regulation in force. Defect/ snag, delay
and incident investigation records shall be maintained and updated.
(h) Manuals, Documentation and Other Records
The operator is in possession of various manuals and is on the mailing list of the
manufacturer for relevant literature, and whether all the documents related to
aircraft operations and maintenance, log books, etc. are maintained properly and
regularly updated.
(i) Buildings and Other Facilities
The operator has sufficient and proper space for maintenance/ shops and is
being maintained properly. Whether sufficient space is available for office work,
for proper keeping of records, stores etc. Check for proper environment control.
(j) Support Equipment
The operator has proper ground support equipment like baggage trolleys, step
ladders, motorised vehicles, etc. and whether they are maintained in serviceable
condition. Check that the personnel engaged in handling ground support
equipment are trained and regular refresher is given to them.
Rev 2, 17th March 2009 6
7. CIVIL AVIATION REQUIREMENTS SECTION 5 – AIR SAFETY
SERIES ‘F’ PART I 28TH JUNE 1996
(k) Security
The operator has a Security Programme approved by BCAS, maintains a set of
necessary instructions/ circulars on civil aviation security, has trained personnel
to oversee security and whether these personnel are aware of their role in case
of bomb threat, hijacking, accident etc.
8. IMPLEMENTATION OF THE PROGRAMME
8.1 The operator shall have dedicated flight safety department having adequate
number of competent personnel for implementation of the flight safety
awareness and accident/incident prevention programme appropriate to the size
and scope of operations, that addresses the broad range of risk involved in
commercial aviation to include, but not limited to, flight, maintenance and
ground safety . The guidance material for flight safety organization set up is
given in Appendix ‘C’. The flight safety department shall obtain approval of
DGCA. A person of Indian nationality either a flight crew member or aviation
engineer shall be appointed as the ‘Chief of Flight Safety’ after approval of the
DGCA. In addition organization shall nominate Deputy Chief of Flight Safety for
approval of DGCA. It shall be ensured that if Chief of Flight Safety is a pilot, the
Deputy Chief shall be an engineer and vice-versa. Detailed qualification
requirements are given in Appendix ‘C’. For existing post holder, the
organisation shall put up for their approval within three months of the date of
revision of the CAR. The personnel other than Chief of Flight Safety shall be
competent and appropriately qualified in civil aviation activities such as
operations, maintenance etc. to handle the assigned duties. The Chief of Flight
Safety shall report directly to the top management to ensure effectiveness of
the flight safety organization and to accord high priority to safety. The flight
safety department shall prepare monitoring checklist to enable the safety
officers to carry out the checks thoroughly. Flight Safety organization shall
maintain a record of the checks carried out by them and of any deficiencies
observed. They shall take prompt action to have the deficiencies attended to.
Periodic returns for compliance of this CAR shall be sent by the operator to the
concerned Regional Air Safety Office with a copy to the Director of Air Safety,
DGCA Headquarters.
8.2 While the Director of Air Safety, DGCA Headquarters shall monitor the overall
implementation of the programme, the Regional Air Safety and Airworthiness
Offices, Flight Inspection Directorate, Audit Teams, accident/incident
investigators shall also check implementation of the provisions of this CAR
during the course of their day-to-day work. The programme may be reviewed to
assess its effectiveness and amended, if necessary, in the light of the
experience gained and the developments in the civil aviation sector.
8.3 These requirements shall take precedence over any other similar requirement
specified in any other CAR which will be amended in due course.
(A.K. Chopra)
Jt. Director General of Civil Aviation
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APPENDIX ‘A’
GUIDANCE MATERIAL FOR PREPARATION OF FLIGHT SAFETY MANUAL:
The Flight Safety Manual shall contain at least following chapters:
1. Table of contents
2. Record of revision
3. List of effective pages
4. Distribution list of the manual
CHAPTER 1: INTRODUCTION
i. Statement of the Accountable Manger/Chief Executive regarding
Safety Policy.
ii. The Rules/Regulations in compliance of which the Manual has to be
prepared.
iii. Brief description of the company in terms of scope and extent of
operation, fleet size, type of Aircrafts to be operated by the company,
main bases, layover stations etc.
iv. Procedure for issuing amendments and person competent to issue
amendment
CHAPTER 2: MANAGEMENT AND STRUCTURE OF FLIGHT SAFETY
ORGANIZATION.
i. Aim of the Flight Safety Orgnisation.
ii. The organizational setup and organizational chart.
iii. Qualification Requirements and training requirement of the officials’
flight safety organization.
iv. Duties and responsibilities of officials of flight safety organization.
CHAPTER 3: AIRCRAFT ACCIDENTS/INCIDENT – REPORTING.
i. Accident and Incident Reporting Procedure.
ii. Definition of Serious Incident, Incident, Accident and other relevant
definitions as given in CAR section-5, Series ‘C’ Part I.
iii. List of reportable occurrences.
iv. Format for submitting initial report.
CHAPTER 4: AIRCRAFT ACCIDENTS/INCIDENT INVESTIGATION
A. Incident PIB Investigation
i. Composition of PIB members (Main & Alternative), Convener – Flight
Safety Advisor, Members Ops: Must be Sr. Pilot (Instructor/Examiner
Preferred), Engg- QCM/Dy. QCM/Approved DDI.
ii. Procedure for investigation of incident by PIB.
iii. Action taken on the recommendations made in the PIB report and their
communication to Regional Office/DAS Hqrs.
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iv. Format for final Investigation Report.
B. Investigation of Serious Incident and Accident
i. Authority issuing order for the Investigation of accident and serious
incidents.
ii. Role/Duty of operator in assisting the investigation by Inquiry
Officer/Inspector of Accidents/Committee of Inquiry/Court of Inquiry.
iii. Family Assistance Programme (Crew & Pax).
CHAPTER 5: ACCIDENT PREVENTION PROGRAMME
i. Inspection of load and trim sheet.
ii. Apron Inspection.
iii. Oversight of Engineering Activities (Stores, MEL Release Line
Maintenance, Base Maintenance)
iv. Inspection of pre-flight medical.
v. Inspection of Dispatch operation Office.
vi. FDTL monitoring.
vii. Ramp Inspection.
viii. Inspection of ground equipment and Apron discipline.
ix. Inspection of the training set up. In flight inspection by Inspector
(checklist, programme manager, counseling of the crew, analysis of the
data).
x. Implementation of Recommendation of Inspector of Accident/Committee
of Inquiry/ Court of Inquiry.
xi. Flight Safety documentation system
CHAPTER 6: FLIGHT OPERATION QUALITY ASSURANCE
A. Monitoring of DFDR
i. Procedure for monitoring Exceedence Trend Monitoring.
ii. Utilisation of Exceedence Monitoring Data.
iii. Exceedence limits for each type of aircraft in the organization.
iv. Analysis of Exceedence data especially the Red Alert.
B. CVR Monitoring
i. Set up for CVR Monitoring.
ii. Check List for CVR Monitoring.
iii. Action on the deficiency observed during CVR Monitoring.
iv. Correlation of CVR & DFDR
CHAPTER 7: INTERNAL/REGULATORY SAFETY AUDIT PROGRAMME.
A. Internal Audit
i. Team Composition.
ii. Qualification and experience of the member.
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iii. Procedure for Internal Audit.
iv. Format for Internal Audit.
v. Procedure for action taken on the recommendation of the Internal Audit
Report.
vi. Review of action taken for their adequacy and submission of the
Internal Audit Report along with Action Taken Report to DGCA (DAS
Hqrs.).
B. DGCA Audit.
i. Role of the company in the DGCA Audit.
ii. Procedure for taking action and submit report to DGCA.
iii. Format for submitting Action Taken Report.
CHAPTER 8: CONTROLLED FLIGHT INTO TERRAIN (CFIT).
i. Monitoring of CFIT prevention Programme.
ii. CFIT Risk Assessment.
CHAPTER 9: DANGEROUS GOODS.
i. Description of dangerous goods.
ii. Monitoring action by flight safety organization.
iii. Checklist for monitoring.
CHAPTER 10: ADVERSE WEATHER OPERATION
i. Action by different departments of the airlines.
ii. Monitoring adverse weather operation by Flight Safety Department.
CHAPTER 11: RAMP SAFETY
i. Definition and related terminologies.
ii. Responsibility and Procedure to Report and investigate the Ground
incident.
CHAPTER 12: EMERGENCY RESPONSE PROCEDURE
i. Emergency response plan in the event of Incident/Accident
ii. Disabled aircraft removal plan
CHAPTER 13: RISK MANAGEMENT
i. Definitions
ii. The true cost of risk
iii. Risk Profiles
iv. Summary
v. Decision Making
vi. Cost/Benefit Consideration
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ANNEXURES – List of annexure may contain formats/checklists etc e.g. FSR
Format, defect reporting form, Format for Reporting ATC Incident, RA Incidents, Bird
hit Incident Hazard Reporting Form, Ramp Inspection format. Reporting Form, Audit
report format, Ramp Inspection Format, CVR C/L, In flight Inspection C/L, Cabin in
flight inspection checklist, Audit compliance format.
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APPENDIX ‘B’
FLIGHT SAFETY DOCUMENTATION SYSTEM
1. INTRODUCTION
a. Development of a flight safety documents system is a complete process.
Changes to each document comprising the system may affect the entire
system. Guidelines applicable to the development of operational documents
have been produced by DGCA based on the recommendations of ICAO,
current best industry practices and analysis of previous accident with
emphasis on high degree of operational relevance.
Nevertheless, it may be difficult for operators to make the best use of these
guidelines, since they are distributed across a number of publications. Air
operators who have yet to establish a flight safety documents system should
utilize the information contained in this Attachment in establishing such a
system. Air operators who have established such a system should verify that
the functionality of their system is in compliance with the concepts outlined in
this Attachment. DGCA inspectors will conduct a review of the flight safety
documents system to ensure that it is effective in providing vital safety
information to flight crew in a timely manner.
b. Furthermore, guidelines applicable to operational documents’ development
tend to focus on a single aspect of documents design, for example, formatting
and typography. Guidelines rarely cover the entire process of operational
documents development.
c. It is important for operational documents to be consistent with each other, and
consistent with regulations, manufacturer requirements and Human Factors
principles. It is also necessary to ensure consistency across departments as
well as consistency in application. Hence the emphasis should be placed on
an integrated approach, based on the notion of the operational documents as
a complete system.
2. ORGANIZATION
a. A flight safety documents system should be organized according to criteria
which ensure easy access to information required for flight and ground
operations contained in the various operational documents comprising the
system and which facilitate management of the distribution and revision of
operational documents.
b. Information contained in a flight safety documents system should be grouped
according to the importance and use of the information, as follows:
(i) Time critical information, e.g., information that can jeopardize the safety of
the operation if not immediately available;
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(ii) Time sensitive information, e.g., information that can affect the level of
safety or delay the operation if not available in a short time period;
(iii) Frequently used information;
(iv) Reference information, e.g., information that is required for the operation
but does not fall under (2) or (3) above; and
(v) Information that can be grouped based on the phase of operation in
which it is used.
c. Time critical information should be placed early and prominently in the flight
safety documents system.
d. Time critical information, time sensitive information, and frequently used
information should be placed in cards and quick-reference guides.
e. The flight safety documents system should be validated before deployment,
under realistic conditions. Validation should involve the critical aspects of the
information use, in order to verify its effectiveness. Interactions among all
groups that can occur during operations should also be included in the
validation process.
f. A flight safety documents system should maintain consistency in terminology
and in the use of standard terms for common items and actions.
g. Operational documents should include a glossary of terms, acronyms and
their standard definition, updated on a regular basis to ensure access to the
most recent terminology. All significant terms, acronyms and abbreviations
included in the flight documents system should be defined.
h. A flight safety documents system should ensure standardization across
document types, including writing style, terminology, use of graphics and
symbols, and formatting across documents. This includes a consistent
location of specific types of information, consistent use of units of
measurement and consistent use of codes.
i. A flight safety document system needs to include a verification mechanism to
ensure that, whenever a section of a document is amended, all other
documents likely to be affected are identified and that consequential
amendments are duly coordinated and agreed to by the responsible
departments before the amendment is processed.
3. DEPLOYMENT
Operators should monitor deployment of the flight safety documents system to
ensure appropriate and realistic use of the documents, based on the
characteristics of the operational environment and in a way which is both
operationally relevant and beneficial to operational personnel. This
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monitoring should include a formal feedback system for obtaining input from
operational personnel.
4. AMENDMENT
4.1 Operators should develop an information gathering, review, distribution and
revision control system to process information and data obtained from all
sources relevant to the type of operation conducted, including, but not limited
to, the State of Operator, State of design, State of Registry, manufacturers
and equipment vendors.
Note.- Manufacturers provide information for the operation of specific aircraft
that emphasizes the aircraft systems and procedures under conditions
that may not fully match the requirements of operators. Operators
should ensure that such information meets their specific needs and
those of the local authority.
4.2 Operators should develop an information gathering, review and distribution
system to process information resulting from changes that originate within the
operator, including:
a) Changes resulting from the installation of new equipment;
b) Changes in response to operating experience;
c) Changes in an operator’s policies and procedures;
d) Changes in an operator certificate; and
e) Changes for purposes of maintaining cross fleet standardization.
Note.- Operators should ensure that crew coordination philosophy,
policies and procedures are specific to their operation.
4.3 A flight safety documents system should be reviewed:
a) On a regular basis (at least once a year);
b) After major events (mergers, acquisitions, rapid growth,
downsizing etc.)
c) After technology changes (introduction of new equipment); and
d) After changes in safety regulations.
4.4 Operators should develop methods of communicating new information. The
specific methods should be responsive to the degree of communication
urgency.
Note.- As frequent changes diminish the importance of new or modified
procedures, it is desirable to minimize changes to the flight safety
documents system.
4.5 New information should be reviewed and validated considering its effects on
the entire flight safety documents system.
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4.6 The method of communicating new information should be complemented by a
tracking system to ensure currency by operational personnel. The tracking
system should include a procedure to verify that operational personnel have
the most recent updates.
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APPENDIX ‘C’
FLIGHT SAFETY SET UP
1. INTRODUCTION
1.1 Air carriers should have a safety department that addresses the broad
range of risks involved in commercial aviation to include, but not limited
to, flight, maintenance, and ground safety. Since operators vary in both
size and scope of operations, it is appropriate to consider such criteria
as the kind of operations involved, the number and type of airplanes
used, and the areas of operations when determining the size and
complexity of a safety department.
1.2 Any safety program should be designed to prevent personal injury and
property losses resulting from accidents and incidents. The primary
objectives of a safety program should be to motivate safe actions
through establishment of a dynamic corporate safety culture; identify
hazards to safe operations; work with other company departments to
develop and implement safety interventions; monitor intervention
strategies to validate effectiveness; and communicate the results
throughout the air carrier.
1.3 As a matter of policy, DGCA encourages certificate holders to identify,
correct, and disclose instances of non compliance with company
procedures and DGCA regulations. DGCA has developed guidance
material that encourages certificate holders to develop Internal Safety
Audits as a tool for continuously monitoring and evaluating practices
and procedures. DGCA believes that the development and
implementation of a comprehensive and effective safety department
that employs Safety and Internal Audits Programs will benefit both the
certificate holder and the flying public.
1.4 To ensure an effective flight safety programme it is essential that each
certificate holder has a Chief of Flight Safety (CFS). This person would
be responsible for keeping the highest management officials of the
certificate holder fully informed about the safety status of the certificate
holder's entire operation. The CFS shall hold independent, full time
position. However, the DGCA recognizes that in smaller operations, the
Chief of Flight Safety function might be an additional function of a
current manager. CAR provides flexibility in the requirements for
positions and the number of positions for management personnel,
including the Chief of Flight Safety.
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2. CHIEF OF FLIGHT SAFETY
2.1 Functions.
2.1.1 To enable the Chief of Flight Safety is to implement and control the
company flight safety programme. The post-holder must have access to all
departments at all levels. The primary responsibility is to provide
information and advice on flight safety matters to the CEO.
2.1.2 The Chief of Flight safety is responsible to the DGCA/ CEO for:
• Ensuring that a Flight Safety Manual is prepared which describes the
airline's safety policy & procedures that all employees are familiarized with
this Manual and comply with the same. The Flight Safety Manual is
reviewed and amended periodically so that its contents are in compliance
with the current requirements/changes.
• Establishing a reporting system which provides for a timely and free flow of
safety-related information.
• Maintaining the air safety occurrence reporting database.
• Monitoring corrective actions and flight safety trends.
• Co-ordinating the DGCA Mandatory Occurrence Reporting requirements.
• Soliciting and processing safety improvement suggestions.
• Developing and maintaining a safety awareness programme.
• Liaising with the heads of all departments company-wide on flight safety
matters.
• Acting as Chairman of the Company Flight Safety Committee, arranging its
meetings and keeping records of such meetings.
• Disseminating flight safety-related information company-wide.
• Maintaining an open liaison with manufacturers' customer flight safety
departments, government regulatory bodies and other flight safety
organisations world-wide.
• Assisting with the investigation of accidents; and conducting and co-
ordinating investigations into incidents.
• Carrying out safety audits and inspections.
• Maintaining familiarity with all aspects of the Company's activities and its
personnel.
• Reviewing and evaluating adequacy of the emergency response plan.
• Planning and controlling the Flight Safety budget.
• Managing or have oversight of the Flight Data Analysis / Flight Data
Monitoring Programme.
• Publishing the periodic Company flight safety magazine.
• Participation in corporate strategic planning.
2.1.3 The Chief of flight Safety position in large airline should be established
as a full time position responsible for keeping the highest management
officials of the certificate holder fully informed about flight,
maintenance, and ground safety practices, procedures, and programs
of the certificate holder's entire operation.
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2.1.4 For small operators, it may not be mandatory to establish a full fledged
flight safety setup however, they may designate Accountable
Manager/Nodal Officer/Senior Pilot on type with accident/serious
incident free record to evaluate flight, maintenance, and ground safety
practices, procedures, and programs. Set up requirement for such
organization will be decided on case to case basis.
2.2 Qualifications.
2.2.1 The suggested minimum attributes and qualifications required for a
Chief of Flight Safety are:
i. A broad aviation/technical education.
ii. A sound knowledge of commercial operations, in particular flight
operations procedures and activities.
iii. Experience as a flight crew member preferably on type of aircrafts
operated by the company or Aviation Engineer
iv. Experience in aircraft accident/incident investigation, safety audits and
accident prevention work of minimum ten years.
v. The ability for clear expression in writing.
vi. Good presentation and interpersonal skills.
vii. Computer literacy.
viii. The ability to communicate at all levels, both inside and outside the
Company.
ix. Organisational ability.
x. To be capable of working alone (at times under pressure).
xi. Good analytical skills.
xii. To exhibit leadership and an authoritative approach.
xiii. Be worthy of commanding respect among peers and management
officials.
2.2.2 Training
i. The Chief of flight safety would be expected to become familiar with all
aspects of the Company's organisation, its activities and personnel.
This will be achieved in part by in-house induction training but such
knowledge is best acquired by self-education and research.
ii. In-company training in basic computer skills such as word-processing,
database management and spreadsheets should be undertaken.
iii. A Chief of Flight Safety if appointed from an engineering background
shall be given a condensed ground school course on the aircrafts in the
fleet of organization which teaches the basics of aircraft handling,
navigation, the use of aeronautical charts, technical
description/operation of aircraft systems and performance. In addition
he may undergo full-flight simulator course
iv. Chief of Flight Safety (CFS) either pilot or engineer if appointed from
defense services should pass air regulation
examination(CPL/BAMELlevel)besides undergoing the courses as
mentioned in sub-Para 2.2.2(iii) above.
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v. External training at the very least should cover the management of
flight safety programme and basic accident investigation and crisis
management.
vi. Minimum training should consist of courses of instruction in basic air
safety management and air accident investigation.
2.3 Saving as provided above Director General in its discretion may relax/waive any
of the requirement of sub-para (1) and (2) above regarding qualification and
training in case of a person with wide aviation experience of more than 25 years
which includes investigation of accident to commercial air transport aircraft,
auditing of commercial air transport organization etc.
3 COMPONENTS OF FLIGHT SAFETY ORGANISATION
A flight safety organisation depending upon size and scope of operation shall
have following components:
i. Flight operation quality assurance cell for monitoring of CVR, DFDR
and carrying out inflight inspections.
ii. Accident/Incident investigation cell (Permanent Investigation Board) to
conduct investigation and assist in investigations by DGCA. This cells
shall have pilots (Senior Pilot/Instructor/Examiner) on type and Aircraft
Maintenance Engineer with sufficient background in quality assurance
and investigations
iii. Accident Prevention Cell
4 PROCEDURE FOR THE APPROVAL OF CHIEF OF FLIGHT SAFETY
4.1 Approval of chief of flight safety will be done after evaluation by the
board. The evaluation may include personal interview with the
recommended personnel.
All application for the approval of the Chief of Flight Safety, detailing
the qualification and experience shall be submitted to the Director of Air
Safety (Head quarters).
4.2 Composition of the board
The board shall consist of
i. Jt. DG – Chairman
ii. DAS (Hq)-Member
iii DAS/RCAS of concerned regional office/DDAS
5 PROCEDURE FOR THE APPROVAL OF FLIGHT SAFETY DEPARTMENT
5.1 An application for approval of Flight Safety Department shall be made
by approved chief of Flight Safety to DAS Hqrs stating the Flight Safety
setup along with the approved Flight Safety Manual.
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On receipt of request Director Air Safety, Hqrs will constitute a team of
Officers from DGCA Hqrs and concerned Regional Office. The team
shall inspect the Flight Safety Department for the compliance of
relevant rules and regulations. On the basis of assessment, approval of
the organization will be accorded by Joint DGCA.
5.2 For CVR & DFDR readout facility a certificate will be submitted by
Manager Quality regarding set-up & Chief of Flight Safety regarding the
accuracy of the readouts.
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APPENDIX ‘D’
QUANTUM OF ACCIDENT PREVENTION WORK
Following is the minimum suggested quantum of the accident prevention work
which flight safety department should carryout. Operator should decide the
frequency of other accident prevention activities and incorporate in the flight
safety manual.
SNO Activity/Para of Frequency
this CAR SOPs NSOPs
1 Para 5.2 Quaterly Once in a year
2 Para 5.5 Monthly Should forward
their monthly
bulletins to
DAS(Hq)
3. Para 6.1 Quarterly Once in six months
Periodically review
the implementation
of the
recommendations
4. Para 6.2(b) Main Base: Once in a Main Base: Once in
year a year
Out Station: Once in Out Station: Once
Two year in Two year
5. Para 6.2(c) DFDR :100% DFDR : one
CVR : ½ the number of aircraft in quater
aircrafts in the fleet per CVR : one aircraft
month in quater
6 Para 6.2(m) Once every Quater Once every Quater
7. Para 6.2(n) 0.01% flights per Once in a month
month including
outstations
8. Para 6.2(o) Two checks per Once in a month
month( checks should
be spread out to cover
all the stations
operated to )
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